Fuel economizer



l Nov. 25,1947. F. R. FLoUNDr-:Rs

FUEL ECONGMI ZER 2 Sheets-Sheet 1 Filed Feb. 4, 1942 NOV. 25, 1947. F R, FLOUNDERS 2,431,659

` FUEL ECONOMIZER FiledV Feb.. 4, 1942 2 Sheets-Sheei'I 2 Patented Nov. 25, 1947 FUEL ECONOMIZER Frank R. -Flounders, Jenkintown, Pa., assigner of one-:third to William Steell Jackson and Son,

Philadelphia, Pa., a firm Application February 4, 1942, Serial No. 429,585

A 3 Claims. l

My invention relates to carburetor control and aims to secure more efficient operation of the induction `system yduring acceleration, with consequent `b etter engine efliciency.

The principal purpose of the invention is to 'control the maximum rate fof and `uniformly retard carburetor buttery langularmotion of automotive or other internal combustion engines having a throttle between the .engine and carburetor.

A further purpose :is to secure more eliicient operation of the Lcarburetor vagainst uniform retardation for each langular unit of `butterfly movement during periods of fspeeclp'ickmp yin `response to quick depression of 'the-accelerator.

A further purpose is adjustably to limit the rate of throttle opening and retard it uniformly per angular unit o'f butterfly rotation.

A further purpose is to permit `abrupt kaccelerator movement and to smooth `out the effect of this operation by hydraulic dash pot carburetor control, introducing a time lag substantially equal throughout the vangular Yrange of operation.

A vfurther purpose is to insu-re regularity of angular movement `of the A'throttle :for any given time when the accelerator 'has been moved to the end of its stroke.

A further .purpose 4is to use a dash-pot to limit acceleration movement Aof 'the control of a carburetor and `to .permit locking Iof the car by shutting off the iiow of zuid rat the dash pot.

Further purposes will appear in the specification and inthe claims.

The invention relates not only to methods of operation but to mechanism .by which the methods may be carried out.

I have preferred to illustrate one main form only among the various .forms in which the invention may appear, selecting a 'form which is not only practical and effective, but which has been selected because it well illustrates the principles of the invention.

In the drawings:

Figure 1 is a diagrammatic side elevation partly in section of an accelerator and 'connections illustrating my invention.

Figure la is an lenlarged Aside elevation, partly sectioned showing a conventional carburetor.

Figures l2 and 2a `are fragmentary enlarged sections taken at the same point, corresponding to line 2-2 of Figure 1 but showing Ydifferent structures.

Figure 3 is a section taken upon line 3-3 -of Figure 2 and corresponding to la front view of a liquid control retarding element used butin which theface plate has been removed.

Figure Sais a view corresponding to Figure 3 but showing a modification.

Figures 4 and 4a, are fragmentary diagrammatic views showing modied forms.

Figures 5., 5a, 6 and 7 are fragmentary views to enlarged scale corresponding each to a part of Figure 1 'but showing modifications.

In the drawing similar numerals indicate like parts.

The present application is a continuation vin part of an `abandoned application nfiled by me for Economizer, Serial No. 268,764, yled April 19, 1939.

The fuel supplied to a large majority of the internal combustion engines in use today is blended with air to form a combustible mixture before being inducted'into the engine.

YAutomotive engines of -this type have `the fuel metered into the air by ia carburetor. Fuel issues from normal jets in the carburetor because of the difference in pressures on the fuel in the iloat bowl vand the fuel in the vtips of the jets. The fuel is then Aentrained in the air stream flowing past the Anormal jets; fand it is the Vfunction of the carburetor to supply 'correct proportions of fuel and :air for all operating conditions.

The butterydamper in the throat of the carburetor, between the normal fuel jets and the intake manifold, opposes the pumping action of the engines piston-s vand opposes the intake flow of air under the pressure of the atmosphere.

The idling pressure on the intake vmanifold side of the butterfly will approximate 10 pounds per square inch absolute. The pressure outside the butterfly will be substantially atmospheric pressure, because the butterfly nearly closes the induction system.

It ris only within recent .years that the effect of the distillation vrange of a liquid fuel upon its distribution in an intake manifold has been fully realized. Until recently it was thought that 'more power (heat content) was inherent in and would therefore be developed from a fuel having a nal boiling point in the neighborhood of 437 degrees F. than from one having a lower nal boiling point. Recently, however, premium fuels designed expressly to provide maximum power as one of their advantages are found to have of their volume volatile at .approximately vdegrees F. lower temperature. This is largely because the 90% point' of :the temp/vol. distillation curve may Vbe considered indicative of the fuels distribution characteristics.

Volatility is affected by pressure as well vas by temperature. Therefore it is `obvious that when 55 liquid fuel is used a marked improvement in vaporization and in the uniformity of the airfuel ratio fed to various cylinders will result from keeping pressures in the intake manifold as low as possible at all times.

In general, the conditions met in the prior art will be about as follows:

Inapplying power, when the butterfly valve is suddenly rotated to full open position under existing usual conditions the manifold pressure rises to practically atmospheric pressure and momentarily there is almost an equalization of pressure on the fuel in the float bowl and the fuel in the tips of the normal jets. This removes the difference in pressure which is relied upon for fuel flow from these normal jets.

For each engine, and with each operating condition of the engine as to load and speed, there is an optimum limit in the rate of throttleopening for effective carburetion and beyond which carburetion becomes highly inefcient. It is well known thatV different drivers get different results in the way of performance and fuel consumption from the same automobile even under conditions of load, speed, et-c., that are apparently identical. One of the principal causes for these different results is difference in the manipulation of the accelerator valve (throttle).

If the rate of throttle opening be so controlled as to minimize the rate of pressure change in its induction system, an internal combustion engine will give more powerful acceleration and use less fuel.

My invention provides smooth and gradual opening of the valve against resistance which is uniform per unit angular valve movement and thus controls pressure changes in the induction systems of internal combustion engines. 'Its inherent novelty resides in limiting the violence and effects of these pressure changes. The methods 'and combinations suggested use mechanical forms separately well known to the art, now applied to the induction system itself.

The present invention takes care ofthe human element where too rapid acceleration is attempted, by slowing up the operation of the carburetor control to'aA speed corresponding with proper acceleration, yet, in its best form, permits the operator to force the accelerator all the way as some operators have been accustomed to do. The rate of retardation may be regulated;

In the illustration, the engine block is shown at II connected with carburetor I2 through manifold I3, The carburetion in the present inn stance is controlled by a throttle, shown as a butterfly, I4 which is mounted upon and oscillates with throttle shaft I5. This shaft is turned by an arm I6. The shaft I5 is divided in Figure 2a.

The arm I6 is connected by a thrust rod I'I with any type of accelerator. It makes no difference whether this be hand-operated or footoperated, provided it offers means by which the throttle is controlled. Normally the accelerator is operated -by a spring-retracted pedal-operated plunger-and-thrust-rod connection with the lever of a butterfly damper acting as a throttle, very generally called a butterfly and for that reason such a form has been illustrated. Spring retraction somewhere in the train is needed.

Accelerator lever I9 is connected at 20 to swing about a bracket 2I and is operated at an intermediate point 22 in its length by plunger 23 from a pedal 24. The pedal presses against a retraction spring 25. The lever I9 extends beyond the 4 point of connection with the plunger to 26 from which point it is connected by thrust arm 21 to the arm 28 of a bell crank or rocker arm 29 whose other arm 30 at 3l engages the thrust rod I1. All of the connections above are normally pivotal connections.

The butterfly is commonly retracted as by a spring 32,

I limit the maximum speed of opening movement of the throttle without interfering with the present speed of closing movement. This is in itself a decided benefit but would be objectionable to'many drivers if it meant that the accelerator pedal would have to be followed up by the foot until the throttle is fully open. I therefore insert Vresilient lost motion within the train of operation of the throttle as hereinafter described, so that the entire accelerator pedal movement may be given at once and the follow-up of the retarding mechanism will be accomplished by the resilience of the spring in the lost motion. Since it is the maximum rate of movement of the throttle only which is limited and there is no interference with any movement below this maximum rate, my invention effects no change Where the rate of accelerator movement produces a rate of opening of the throttle below the limit provided; and there is no interference with Vretractive (throttle closing) movement.

In order to point out that retarder control of the maximum rate of throttle opening movement is not dependent upon a particular structure I have illustrated several such structures, all using hydraulic constricted-passage fluid flow idevices of dash pot type.

In Figures 1, 2 and 3 the retarding mechanism comprises a. fan-shaped hydraulic dash pot 33, supported by bracket 34 and bolt 35. Within it swings a liquid-confining movable vane forming a vane wall 36, for convenience referred to herein as a vane, connected with the shaft I5 along an edge by a shaft-surrounding clamp 3l tightened by bolt 38. rIlhe vane thus oscillates with shaft I5.

lThe interior 3@ of the dash pot is partitioned variantly by the vane. The compartment 40 in front of the vane is connected with a compartment 4I behind the vane. The liquid, not shown, here termed oil, fills both compartmentsf A fluid connection between the compartments provides for movement of the vane. In Figure 3 I show this connection by pipe 43 outside the casing and in Figure 3a by a passage within the casing.

Needle valve`44 within the passage makes it possible in either form very exactly to adjust the extent, of retardation of opening movement of shaft I5 and hence of the butterfly as provided by flow of the liquid content through the passage with movement of the vane. I thus make the maximum rate of butterfly opening movement adjustable, controlled by the dash pot. The adjustment adapts a single size of dash pot to suit a large range of conditions.

Since retardation of the valve opening movement only of the butterfly is desired 'i. e., meaning that there shall be no such retardation of the closing movement, free flow through the vane is permitted on butterfly closing movement and is provided by a higher rate of flow made available through aperture 45 when the vane is on its return stroke. Y j

On the forward stroke the opening 45 is closed by a check valve' pressed by spring 41.

In Figure 3a a groove 43 within the outer face of the dash pot shell V33 is provided, which groove closed at the outer '(sid face, "but 'not at the ends, 'by a cover plate from which 'the stefnof a valve 44 projects intofth'e groove to a greater' or `less extent according 'to the r'adii-Istment. This takes the place ofthe pipe connection between the compartments in Figure i3. n

As 'thus far described the invention lfully operative 'for control, with or without the ad ustinent 'but requires continued opening pressure for :continued movement. k d

For the reason that the mechanism (which rotates shaft I or an equivalent shaft) (in Figure shown as spring 'lever arm I6) may-connect with either 'end o-'f the shaft I5, -I have :show-n in Figure 2av 'a construction corresponding generally with 'Figure 2 except that the dash 'po-t end of the `'shaft is driven directly and the `rotation of ythe butterfly is fefie'cte'd by reason of angular `movement of the sha-'ft carrying the dash pot vane.

movements of the butterfly ain-fd va-n'e shall be equal or proportional, one to the othejnjat equal angular ranges of movement at whatever portion of the butterfly movement; and vshall be co'inoi; dent.' Preferably they correspond in extent 'for any given 'energy applied. y

Because such a construction li-'f 'used without the resilient lost motion 'would prove yomect-ionable in requiring vthe continuing followrup press sureupon the acceleratonmaking the accelerator operation different from that of normal cars lacking the invention, I introduce a spring lost motion into the connections between 'the accelerator and the throttle at any vconvex-rient point.

To protect against withdrawal "of the oil from the dash pot by reason of vacuum adjacent the throttle, which might take place otherwise, the shaft I5 is provided with packing at 48 and 49, with a space 50 between which is open to atmosph'eric pressure. At the opposite end of thesh'aft :from the butterfly a cap 5I surrounds the 'end of the shaft, being fastened to a threaded sleeve 52 sealed to the left-hand outer wall of thedash p'ot.

.I vsh'ow different lost motion -devices in Figures f1 and 2 on the one hand and 4 and 4a on .the other.

In Figures 1 and 2 the arm AI6 constitutes a spring and 'bends when the accelerator is velepressed at fa rate more rapid than the lpot will permit', storing energy in the spring. The tendency of the .spr-ing -to return to its initial shape continues opening movement of the butterfly at its maximum rate yuntil the vane is 'moved tothe limit which has been seti-for it. The'spring is tapered, with the greater thickness close to the shaft, in order to distribute the bend throughout a considerable part of the length of the arm, It will be noted that the spring arm can be pushed or, if the vane start from the other end of its stroke, pulled, to open the throttle. I have preferred to illustrate by the pressure operated form rather than by the tension opened form, though l,either could be used.

The arm may be made highly resilient so as to yield to accommodate a large part or all of the movement of the thrust rod I'I and still continue to resist and tend to return. 'I'his recovery impulse causes the spring to pull the shaft carrying the butteriiy in the direction of the thrust rods movement until turning of the throttle permits the arm I6 again to become straight. However it is to be noted that as bending of arm I 6 causes turning pul1 upon the butterfly shaft the shaft begins to turn (and the butterfly also) so that by the time the thrust rod I'I has moved An important thing is that the angular 'of maximum open-ing movement of 'the throttle stores energy for subsequent followup movement of the throttle. Instead of storing this energy within a .'spring 'armjit may be stored 'in' some V'other kind of -a spring, at some kother part of the lconneotions of `the train of movement between the pedal and the throttle.

AIn( Figure 2a the coupling between the tW .shafts permits the two shafts to vary 'somewhat in longitudinal position so that the .damper and retarder need not be set with the same exa'ctness fas otherwise would be necessary.

In Figure 41a bow spring 53 isprovided within which the energy may be stored, the 4subsequent expansion `of the spring providing the followup necessary to Acontinue to open the 4throttle after the accelerator iras been operated. In 'this 'form the thrustrods I 1" 'and |12 are guided Yby bearings i5'4 'and 55 in order that the bow spring `may be ylfiv'n'ted to 'these rod 'sections at 56 and 51. In this Vcase the arm I6" may be rigid or "may be of spring material to provide a part of the resilience, the rest yor the resilience being provided by the bow spring.

uIn .Figure I21a spiral compression spring `58 may be used, compressed between discs 59 and .59 attache'd to `thrust rods fI'I and 112. The spring may surround rod extensions '60, 6I and may Ebe supported 'and prevented from buckling by a sleeve 62 riding on these extensions.

In Figure f5't'he butterfly and the retarding dash pot are laterally spaced, the :dash -pot vane being located upon the shaft I5" .parallel tothe butterfly shaft I5 but laterally spaced `from it. v'[he1t\ vc arms 'in .Figure 5 are of equal length vand the thrust rod I1 is connected Iso as to operate both of them. .It does not matter whether fit l'connects first with the butter-fly .arm I6 as in Figure 5 or with the dash pot operating arm |62. It connects first with the farm llt operating 'the 'butterfly shaft I5" and then with arm fI 62 operating the -das'h pot vane |52. An auxiliary Ethrust rod II'I3 -eonnects the two arms.

`In Figure 5 :the arms I6 and "|62 are A'of equal length and the two shafts turn through elli-ual angles, yso that fthe dash pot vane must turn as far as the butterfly, or approximately degrees.

By making the arms I6 and |63 of different lengths any desired proportions of angular movement can be given. In Figure 5a the angular movement of the butterfly is approximately 90 degrees while that of the vane is approximately 60 degrees. Either arm can be longer than the other.

Much the same flexible and equal or different but proportionate range of angular extents of movement of the butteriiy and the dash pot vane may be accomplished in other Ways, of which one is shown in Figures 6 and 7. Here the thrust rod I'I is connected with one of laterally spaced shafts, either the butterfly shaft or the dash pot vane shaft and the two shafts are connected by intermeshing gearing of equal or of selectively different diameters.

The construction is of the same general form as that of Figures 5 and 5a, with the difference that the equal or difiering ratios of angular movement are provided by gears 64 and 65 or 64 and 65' in-Figures 6 and 7 on the butterfly and vane shafts, respectively. These may be geared directly, reversing the shaft directions of rotation or, if it be desired that the shafts shall rotate in the same direction, with an idler 66 or 66 between them. In either event if the gearsll and B be equal the angular rates will be equal. If the gear sizes be unequal there will be proportionate differences in angular movement, the shaft having the larger gear turning through the smaller angle. Thus if gear 64 be of but two-thirds the diameter of the gear 65', as in Figure 7, for example, and it be desired to provide approximately ninety degrees angular movement of the butterily shaft the dash pot vane shaft will turn but 60 degrees, with the same proportions` of the extents of rotation during parts of this range of movement.

It will be noted that in the forms shown in Figures 1 and 2 on the one hand and 6 on the other hand the several mechanisms are in series giving aA minimum of lost motion and a maximum of control. In Figures 1 and 2,V viewed from the accelerator end, the butterfly valve is followed in the order of arrangement by the dash pot and the presenceof the dash pot vane upon the same shaft as that of the butterfly valve insures that the rate of ow of oil necessary to accommodate any given angular movement of the butterfly is the same throughout the entire range of movement.

In Figure 6 on the other hand the dash pot in the order of arrangement precedes the butterfly valve, In both the spring lies between the accelerator and the dash pot.

It will be noted also that oil, suggested as a liquid in the dash pot is quite desirable for this purpose because its viscosity is greatest when the engine is started, as should be the case because of the desirability of slowing up butterfly valve change at this time.

In view of my invention and disclosure variations and modifications to meet individual whim or particular need will doubtless become evident to others skilled in the art, to obtain' all or part 0f the benefits of my invention without copying the structure shown, `and I, therefore, claim all such in so far as they fall within the reasonable spirit and scope of my invention.

Having thus described my invention what I claim as new and desire to secure by Letters Patentis:

1. Carburetor control mechanism comprising an accelerator, a rotary throttle, connections between the accelerator and throttle, resilient lost motion within the connections, a dash pot having an oscillatory liquid-confining vane wall connected to turn the vane the same angular distance for one angular portion of turn of the throttle as for other equal angular turns of the throttle, a liquid retardant engaged by the vane wall, means permitting the liquid retardant to move restrictedly from one'side of the vane wall to another, and means permitting free flow of the liquid in one direction from one side to the other of the vane wall. v

2. Carburetor control mechanism operating during initial opening movement of the throttle, including a casing, an accelerator, a butterfly type throttle operating in the casing, an hydraulic dash pot having an angularly movable liquid-confining vane wall, a shaft mounting both the throttle and vane and operating connections for opening the throttle, including resilience between the shaft and the accelerator.

3. Carburetor control mechanism operating during initial opening movement of the throttle including an accelerator, a throttle, an hydraulic dash pot having an angularly movablev liquidconning vane wall, a spring check valve in the dash pot, a shaft mounting and operating the throttle and dash pot and operating connections between the shaft and accelerator adapted to open the throttle.

FRANK R. FLOUNDERS.

REFERENCES CITED The following references are of record in the file' of this patent:

UNITED STATES PATENTS Number f Name Date 1,977,288 Purdy Oct. 16, 1934 2,179,788 Hinton Nov. 14, 1939 V2,193,738 Perrin Mar. 12, 1940 1,077,502 Anderson Nov. 4, 1913 1,938,455 Kelley Dec. 5, 1933 2,090,246 Alexander Aug. 17, 1937 2,104,649 Hinton Jan. 4, 1938 2,197,925 Davis Apr. 23, 1940 1,130,375 Cheney Mar. 2, 1915 507,654 Grier Oct. 31, 1893 2,008,143 Mock July 16, 1935 2,013,932 Viel Sept. 10, 1935 FOREIGN PATENTS Number Country Date 420,609 Great Britain Dec. 3, 1934 

